The Nautical Institute Seminar

on

Cargo liquefaction- Hazards and

developments

London, December 3rd, 2012

Moin Ahmed, FNI

Issues to address

• What can liquefaction can do to a ship?

• Which cargoes are prone, from where?

• What can the Master do to minimise the risk?

• Can the ship safety verify a cargo is safe?

• What’s in the pipeline for IMSBC Code ?

• What is IMO doing about it?

Background

• Bulk carriers - the second largest part of the

world merchant fleet;

• cargoes carried by them does present a number of

risks that must be managed;

• one of the risks is cargo liquefaction;

• liquid-like behaviour of cargo can lead to the ship

listing and ultimately capsizing.

Nickel ore samples

• Nickel ore particle

• Nickel or particles

combined with clay

Iron ore in mine field

IMSBC Definitions

Cargoes which may liquefy means cargoes which contain a certain proportion of fine

particles and a certain amount of moisture. They may liquefy if shipped with a moisture

content in excess of their transportable moisture limit (TML).

Source: IMSBC Code 2012 Edition, IMO, Section 1, General Provisions 1.7.5.

Transportable moisture limit (TML) of a cargo which may liquefy means the maximum

moisture content of the cargo which is considered safe for carriage in ships not

complying with the special provisions of subsection 7.3.2 of the Code.

Source: IMSBC Code 2012 Edition, IMO, General Provisions 1.7.27.

IMSBC Code classifies bulk cargoes into 3 groups:

Group A consists of cargoes which may liquefy if shipped at a moisture content in

excess of their transportable moisture limit;

Group B consists of cargoes which possess a chemical hazard which could give

rise to a dangerous situation on a ship;

Group C consists of cargoes which are neither liable to liquefy (Group A) nor

possess a chemical hazard (Group B).

Source: IMSBC Code 2012 Edition, IMO, General Provisions 1.7.12 to 1.7.14.

Seaborne traded iron ore products

and the IMSBC Code

The IMSBC Code addresses iron ore products in Appendix 4, as below

Source: IMSBC Code 2012 Edition, IMO, Appendix 4, compiled.

Inherent hazards

Liquefaction process

Saturated materials Water pressure on particles causing them to be separated

Inherent hazards

Moisture migration and resulting liquefaction

Moisture and fine migration Cargo hold with ore giving off water

Iron ore fines in liquefied condition

Loss of Stability and capsizing

Operational hazards

Reported operational problems included:

• cargoes being mis-described to avoid application

of the Code provisions;

• certificates and declarations not being provided;

• inaccurate moisture content and TML certificate,

resulting in unsafe cargo being presented for

shipment;

Operational hazards

• commercial pressure on masters not to delay

shipment and to carry cargoes without the

provision of accurate certificates;

• restrictive clauses in the contract of carriage

(charterparties);

Operational hazards

• difficulties linking certification to a stockpile or

the source of cargo;

• only one certificate being provided when there is

more than one distinct source of cargo;

• moisture content certification being too old

(greater than 7 days).

Existing Legislations

Measures to improve safety

• Amendments to the IMSBC Code with a view to

categorizing both cargoes;

• Development at DSC 16 in September 2011-

agreement to the draft amendments on general

requirements to the Code and adding more

stringent measures;

Measures to improve safety

Development at DSC 17 in September this year:

1. competent authority to operate independently from the

shipper;

2. Shipper to provide certificate to ship, issued by an

entity recognised by the Competent Authority of the

port of loading;

3. procedures for sampling, testing and controlling

moisture content be established by shipper, with

competent authority‟s approval and their

implementation checked by that authority at the port of

loading.

Iron ore fines

• DSC 17 decided not to finalise a draft schedule

for iron ore fines this year.

• The Sub-Committee intends to finalise the draft

schedule at DSC 18 in September 2013, for

incorporation in the amendments 03-15 of the

IMSBC Code.

Nickel ore

• Nickel ore transportation - currently conducted

under the general provisions for cargoes that may

liquefy in sections 7 and 8 of the Code.

• DSC 17 agreed to develop a new schedule

indicating the specific characteristics of this ore.

Raising awareness

• DSC.1/Circ.63 in 2010, requesting that extreme

care be taken when handling and carrying iron

ore fines in bulk;

• DSC.1/Circ. 66 in 2011 was issued revising

DSC.1/Circ.63 ; and

• DSC.1/Circ. 66/Rev.1 in 2012 was issued further

revising DSC.1/Circ. 66.

Early implementation

• Amendments (02-13) to the IMSBC Code

containing provisions on measures on cargo

liquefaction will not enter into force until 1

January 2015;

• Therefore, development of an MSC circular for

early implementation of the amendments is in the

process.

Tests for Transportable Moisture Limit (TML)

The IMSBC Code suggests three tests available to determine TML:

Flow Table test:

Scope: IMSBC Code recommends this methodology for “mineral concentrates … with a

maximum grain size of 1 mm” recognizing that it “may be applicable for … grain size up

to 7 mm”, but “will not be suitable for materials coarser than this”.

Penetration test:

Scope: IMSBC Code recommends this methodology for “mineral concentrates and

similar materials up to 25 mm …”.

Proctor / Fagerberg test:

Scope: IMSBC Code recommends this methodology for “ore concentrates or similar

materials up to a top-size of 5 mm” recognizing that for application “to coarser materials

with a top-size greater than 5 mm … an extensive investigation for adoption and

improvement is required.”

Existing methods of test showing Brazil’s

experience of test results

Sampling, testing and certification

• The Sub-Committee agreed on the amendments

to the provisions of the Code for sampling of

stockpiles prior to loading on vessels.

• It has also agreed to the draft Guidelines for

developing and approving procedures for

sampling, testing and controlling the moisture

content of solid bulk cargoes that may liquefy,

subject to approval by MSC in June 2013.

Outstanding issues

Outstanding issues to address prior to the next

session:

• consider the adequacy of current methods for

determining transportable moisture limit (TML)

for iron ore fines and consider new and/or

amended existing methods to be included in

appendix 2 of the IMSBC Code, to be completed

by the end of May 2013;

Outstanding issues

• consider the evaluated and verified research into

iron ore fines – to be completed by the end of

May 2013;

• prepare draft individual schedule(s) for iron ore

fines and any required amendments to appendix 2,

taking into account the items above, and review

the existing iron ore schedule as necessary.

Capacity-building initiatives

In addition to developing international standards, the

IMO is keen to assist its Member States in

developing capacity to implement these standards

through its Integrated Technical Cooperation

Programme.

Non-governmental organizations’ role

• Non-governmental organizations having

consultative status with IMO viz. BIMCO, IACS,

ICHCA International, ICS, Int. Group of P&I

Club, Intercargo, ITF, have been playing active

role and contributing to these developments

process.

Non-governmental organizations’ role

• In addition, their role in motivating the ship

operators deserves particular mention, such as

issuing of circulars by P&I clubs, and the

“Intercargo Guide for the Safe Loading of Nickel

Ore”.

Industry’s Technical Working Group (TWG)

• Brazil and Australia collaborative working - major mining

companies in conjunction with National Authorities

• Formation of Technical Working Group (TWG) on Iron Ore Fines

TML and cargo stability

• Focus on agreeing on a new testing methodology for adoption at

DSC 18

• Share findings with independent peer reviewers – process

managed by International Group of P&I’s

• Involvement of key shipping industry NGO’s (ICS, Intercargo and

BIMCO).

Industry TWG plan to provide input to IMO on

iron ore fines

Flowchart of industry‟s cooperation:

Problems solved ???

THANK YOU

Seaborne traded iron ore products

and the IMSBC Code (cont.)

Seaborne traded iron ore products

and the IMSBC Code (cont.)

IRON CONCENTRATE

IRON CONCENTRATE (pellet feed)

IRON CONCENTRATE (sinter feed)

Group

A

Iron ore products are also addressed in

Appendix 1 in the individual „mineral

concentrates‟ schedule.

Tests for Transportable Moisture Limit (TML)

Each of the currently available methods has inherent limitations when

applied to iron ore products (see examples below):

Flow Table

(example)

Penetration

(example)

Proctor /

Fagerberg

(example)

1.1.1 - The Flow Table is generally

suitable for mineral concentrates or

other fine material with a maximum

grain size of 1 mm

More than 70% of seaborne

traded Brazilian iron ores have

top size greater than 7 mm

1.2.3.2.2 - When the depth of

penetration is greater than 50

mm, it is judged that liquefaction

took place

There is no theoretical or

experimental information

to justify the value adopted

for this figure

1.3.1 - Test method for both

fine and relatively coarse-

grained ore concentrates or

similar materials up to a top

size of 5 mm

More than 70% of seaborne

traded Brazilian iron ores have

top size greater than 7 mm